Tag: Gard Club

Circular No.6/2011 issued by the Gard P&I Club The Gard P&I Club issues Circular No.6/2011 regarding Regulations of the People's Republic of China on the prevention and control of marine pollution from ships as follows:We refer Members to previous circulars on the Regulations of the People's Republic of China (PRC) on the Prevention and Control of Marine Pollution from Ships ("the Regulations"), and the postponement of the requirement that owners/operators of (a) any ship carrying polluting and hazardous cargoes in bulk or (b) any other vessel above 10,000 gt enter into a pollution clean up contract with a Maritime Safety Agency (MSA) approved pollution response company before the vessel enters a PRC port.Members were previously informed that the MSA Notice issued on 20 May 2011 stated that the lists of level 2, 3 and 4 contractors would be issued by the MSA by 31 August 2011 and the list of level 1 contractors issued during the course of the year1.The International Group has maintained contact with the MSA and now understands that the lists of all approved contractors will be issued in October 2011. The requirement to contract with an approved clean up contractor will still be enforced in all ...

Released by the Gard P&I Club The Gard P&I Club has recently been notified by Members and Clients that the Brazilian National Sanitation Surveillance Agency (ANVISA) appears to enforce local health regulations applicable to ships arriving in Brazilian ports more rigorously.This has been confirmed by our local correspondent in Rio de Janeiro, particularly as concerns documentary evidence of compliance with RDC 72 Articles 60/61 on the control of air conditioning systems and Articles 79/80 on the control of synanthropic fauna specimens harmful to health.Lack of compliance and/or documentary evidence acceptable to theauthorities may result in fines and/or delay of the vessel in port.For more information, click here.Source: The Gard P&I Club

Loss Prevention Circular No. 10-11 The Gard P&I Club issues circular regarding Draft surveys in Egyptian ports - Loss Prevention Circular No. 10-11Lately there has been an increase in the number of solid bulk shortage claims in Egypt although draft surveys have been carried out and signed by the master. Gard has been informed that one reason for an increase in such claims may be final draft survey reports distorting the facts, combined with dishonest practices in obtaining and using the masters signature and stamp.The purpose of this Circular is to increase awareness and recommend steps that the master can take to minimise the risk of claims in such circumstances.For more details, click here.Source: The Gard P&I Club

In May 2010, Gard addressed the carriage of Distillers Dried Grain focusing on the risks involved The Gard P&I Club issues Circular regarding the loading of Dried Grain with Soluble (DDGS) in US ports as follows:In May 2010, Gard addressed the carriage of Distillers Dried Grain (DDG and DDGS),1 focusing on the regulations and the risks involved.Gard has received further requests for advice related to the shipment of Distillers Dried Grain with Solubles (DDGS) from the United States one of the main exporters following charterers/shippers provision of a letter of authorisation issued by the USCG.This letter purports to authorise the carriage of DDGS as non-hazardous (Group C) cargo pursuant to section 1.3 of the International Maritime Solid Bulk Cargoes Code (IMSBC Code).For more information, click here.Source: The Gard P&I Club

Structural damage incidents as a result of overpressure in iquid cargo tanks have been increased Gard P&I Club issued Loss Prevention Circular No.08-11 regarding clearing of shore pipelines following cargo operations at terminals.Over the years, Gard has seen some extensive structural damage incidents as a result of overpressure in the liquid cargo tanks during loading operations. Such damages result in time consuming and costly repairs and unfortunately, for reasons unknown, the frequency of such incidents has increased, despite ship procedures addressing the risks involved.In Gards experience such incidents often occur during the loading operation phase when shore pipelines are being cleared, either by line blowing or by pigging1. In one such incident, failure to maintain close communication with the terminal and a lack of ship personnels attention to and awareness of the hazards related to an unattended open manifold valve during shore pipeline clearing operations seem to be the main causes.After the completion of loading of one tank and initial clearing of the line, the terminal requested the re-opening of the manifold valve for further blowing of the cargo line. The line was then left open and the ship reportedly did not receive any further information from the terminal. Some ...

Cargo liquefaction problems The Gard P&I Club has issued a Loss Prevention Circular about problems with sinter feed cargoes loaded from Brazil.Several Members have reported problems with sinter feed cargoes loaded from Brazil.The ports of Ponta da Madeira and Santana have featured most prominently thus far.Sinter Feed and liquefaction Sinter feed is an iron concentrate containing fine particles and moisture and, being similarto iron ore fines,"1 is at risk of liquefaction, resulting in cargo shift and loss of stability.Liquefaction is believed to have resulted in a number of casualties, causing the loss of many seafarers' lives. This year two International Group Member Circulars2 have been issued,alerting Members to the dangers of liquefaction and the precautions to be taken,specifically with reference to iron ore fines and nickel ore.ProblemsThe Association is aware of at least one case where shippers have declared sinter feed as a Group C cargo (not liable to liquefy) under the IMSBC Code.This is in clear contravention of the Code since sinter feed is classed as a Group A cargo (under the group entry "Mineral concentrates") which may liquefy if shipped at a moisture content in excess of its Transportable Moisture Limit ("TML"), and defined in the Code as ...

The lower Mississippi river is currently at high water levels SituationThe Lower Mississippi River is currently at high water river levels in New Orleans and Baton Rouge areas and is predicted to continue rising. Beginning 9 May 2011, the USCG placed restrictions on vessel traffic entering or exiting the Lower Mississippi River.Information Currently AvailableMarine Safety Information Bulletins (MSIBs)providing safety and operational advice for mariners and facilities in the area are being issued by the Coast Guard on a continuous basis and can be found via their website:http://homeport.uscg.mil.( > Port Directory (= New Orleans) > Waterways Management> Marine Safety Information Bulletins (MSIB))As at 12 May 2011, reference is in particular made to the following MSIBs: Issue 43: High water safety advisory; Safety zone at LMR MM225 to MM 240 (9 May 2011) Issue 47: Waterway high water safety advisory; Damage to Levees and Revetments (11 May 2011)The Coast Guard has begun circulating an MSIB (Issue 44 dated 10 May 2011) to all facilities along the river, its purpose being to gather information on whether or not the facility plans to cease operations. An updated compiled list can be achieved from the Coast Guard and also via their website: http://homeport.uscg.mil ( > ...

Fuel Quality Introduction and background Gard is frequently involved with machinery damage/claims related to fuel quality. The purpose of this circular is to emphasise the importance of the fuel ordering, delivery procedures, bunker delivery receipts and bunkering samples including the correct procedures for taking and handling of the samples.Reducing the riskTo reduce or minimise the risk of claims arising or breakdown of machinery, there are some main issues to be aware of when handling bunkers. Fuel sampling and analysis is essential for verification of the quality of the fuel received onboard. Procedures and instructions should be established within the technical or operational departments to ensure correct sampling and stating where the samples should be sent for analysis. It is important to ensure that the engineers on board and technical staff ashore understand the results of the analysis and the limitations of their equipment. It is important that the quantity of the sample is large enough for the appropriate analysis to be undertaken. Always be selective when selecting fuel supplier. Order fuel to the desired ISO grade, and describe the required grade in the charterparty as well as in the request to the supplier. Take samples at the time of delivery ...

Emphasise the importance of the fuel ordering Introduction and backgroundGard is frequently involved with machinery damage/claims related to fuel quality. The purpose of this circular is to emphasise the importance of the fuel ordering, delivery procedures, bunker delivery receipts and bunkering samples including the correct procedures for taking and handling of the samples.Reducing the riskTo reduce or minimise the risk of claims arising or breakdown of machinery, there are some main issues to be aware of when handling bunkers. Fuel sampling and analysis is essential for verification of the quality of the fuel received onboard. Procedures and instructions should be established within the technical or operational departments to ensure correct sampling and stating where the samples should be sent for analysis. It is important to ensure that the engineers on board and technical staff ashore understand the results of the analysis and the limitations of their equipment. It is important that the quantity of the sample is large enough for the appropriate analysis to be undertaken. Always be selective when selecting fuel supplier. Order fuel to the desired ISO grade, and describe the required grade in the charterparty as well as in the request to the supplier. Take samples at ...